Aerohyrdo-ship.



Patented Sept. 4, 1917.

4 SHEETS-SHEET I.

1 WITNESSES:

ATTORNEYS.

c. E. GORDON.

AEROHYDRO SHIP.

APPLICATION FILED MAR. 25, 1915.

LQW W? Patnted Sept. 4,1917.

4 SHEETS-SHEET 2.

' WITNESSES; Z INVEN TOR.

. gr BY 346% Di. I ATTORNEYS.

Patented Sept. 4, 1917.

4 SHEETS-SHEET 3.

ATTORNLYS.

WITNESSES C. E. GORDON.

AEROHYDRO SHIP.

APPLICATION FILED MAR.25,1915.

7 m. M an .9 AIE J F w SH 4 mm 4 4 ARM 3 P 3%. 4 1

WITNESSES INVEN TOR.

A TTORNEYS.

CHARLES E. GORDON, 0F MARLBOROUGH, MASSACHUSETTS.

AnnoHYnno-snm.

Specification of Letters Patent.

Application filed March 25, 1915. Serial No. 16,983

To all whom it may concern:

Be it known that I, CHARLES E. GORDON, a citizen of the United States, and resident of Marlborough, in the county of Middlesex and State of Massachusetts, have invented certain new and useful Improvements in Aerohydro-Ships, of which the following is a specification. 1 The present invention relates to an apparatus designed for flying and also for flotation and propulsion on water. The general objects of the invention are to provide improvements in the portion of the apparatus which supports the craft in the air, whereby increased lifting power and stability are obtained; to provide an improved means for guiding and controlling the craft as to direction, elevation, and stability; to provide improved and more flexible means for propelling the craft and also for applying a downward thrust on the air; to so dispose the weights on the various parts of the craft as to secure increased stability; to provide means for securing additional stability when at .rest upon the water or on land;-to provide a novel form of boat or hull adapted to float the craft on water and to support the motors and passengers; and in general to so design the apparatus that efliciency and safety may be greatly increased over air craft heretofore designed. 1

In the drawings which form a part of-this application,

Figure 1 is a perspective view of a flying ship embodying in practical form the principles of my invention and illustrating the claims appended to this specification.

Figs. 2 and 3 are respectively a plan view and an elevation of the entire ship.

Fig. 4, 5, and 6 are cross sectionsof the forward, central, and aft portions respectively of the part which I call the superstructure of the ship.

Figs. 7, 8, and 9 are respectively a plan View, a sideelevation and a front elevation of the forward end of the ship.

Figs-10, 11, and 12 are, respectively, a plan view, a side elevation, and a front elevation of the rudder-control mechanism.

Rigs. 13.and 1 1 are, respectively, a plan view and a front elevation of the hood-control mechanism. i

Fig. 15 is a side elevat on of one of the auxiliary pontoons and skids, w ththe portion of the superstructure to which. the same is connected.

' of the ship with a fragment of the part of the superstructure to which they are connected.

- The same reference characters indicate the same parts in all the figures.

My novel a'erohydro-ship consists of the following principal parts or elements, to wit :-a body portion 20, which I call the superstructure, and which is the part furnishing the main support for the ship when in the air; a forward rudder 21, a scoop-like forward elevator 22, wings 23, 21, and 25 at the forward end of the ship, wings 26, 27, 28, and 29 at the rear end of the ship, a rigid tail piece 30, a rearrudder 31 and a boat 32.

An important feature of the invention resides in the superstructure which is designed particularly to confine the air which is conducted to the interior thereof during propelled flight by the forward hood, to be presently described. This superstructure is curved not only longitudinally but also transversely, its sides being carried downwardly and terminating in a plane considerably below the height of the longitudinal middle. The superstructure has its greatest dimension longitudinally, and is of undulating outline along its longitudinalmiddle. Following the outline of the central longitudinal element of the superstructure as shown in Fig. 3, it will be seen that this outline first extends on a slight angle down- -ward from the forward end, gradually curves to an upward slope, the height of which be comes greatest approximately midway be tween the ends, from which point the outline again curves downward to a point a short distance from the rear end, at which .lPatented Sept. 41, new.

point there is a slight upward curve and a then a short downward bend. Thus the superstructure presents a slightly upwardly inclined forward end 20 a large hump 20" at the middleand a small hump 20 at the rear end, the central hump being the highest part of the superstructure. From the middle longitudinal element the surface of the superstructure slopes downwardly at both sides and then outwardly, as shown by the sectional views Figs. 4:, 5, and 6, the transverse curvatures at all points being of the same general character but differing in degree. The cross sections are seen to be somewhat bell shaped. By virtue of this formation, the superstructure, although being entirely open at its under side, yet partially incloses a space where air may be confined and kept under pressure somewhat greater than atmospheric when the ship is I in flight. It will also be observed from the site sides of the forward end of the superstructure and are in the same plane. The wing 25 is between the sides of the superstructure in the same" plane with wings 23 and 24. All three of these wings are rigidly connected together and are angularly movable about a' horizontal axis transverse to the ship. These wings are adapted to be turned about such axis to a limited extent to aid in raising the craft from the land or water or in descending, and they have the further function of adding to the stability of the craft.

The wings 26, 27, and 28 are arranged similarly to the wings 23, 24, and 25 but at the rear end, and are also adjustable about a horizontal transverse axis for the same purpose as the forward w'ings. These forward and rear wings cooperate with each other in controlling the elevation and descent of the craft and its stability. All these wings, as appears from Fig. 3, are located at or near the plane of the lower edge of the superstructure. The additional rear wing 29 is mounted on the top of the superstructure on the hump 20, producing with the wings 26 and 27 the effect of a biplane at this portion of the ship. Said wing 29 is also pivoted so as to turn about a horizontal transverse axis and is connected to the wings 26 and 27 so that it is oscillated about such axis when the other Wings are oscillated. The wings above described, together with the elevator or hood 22, which will presently be further described, furnish the vertical guiding means for the ship. The horizontal guiding means consist of the forward and rear rudders 21 and 31 which are pivotally mounted on vertical axes at the forward and rear ends of. the superstructure. Reference is made to Figs. 7, 8, and 9 for a showing in detail of a mode of mounting the forward rudder. Said rudder has bearingmembers 32 and 33 in line with one another which are mounted on a suit-.

able portion of the framing. Preferably the two rudders are operated in unison with cumulative effect in changing the direction of flight horizontally, but they may be turned superstructure.

I them independently, and either in the same or opposite directions in order to g1ve flexr' bility of control.

The hood or forward elevator 22 1s car'- ried by the forward rudder and is attached thereto by means of a horizontal pivot 34 so that its inclination may be altered at will.

As this hood swings laterally with the rudder, it evidently has capacity for ad ustments in two directions at the same tlme.

Its forward edge extends upwardand for- Ward from the front end of the superstructure, While its rear end passes into the super- I While .I do not restrict myself in the matter of controlling means for the wings, rudders, and hood, I have shown one possible form of control for the forward rudder and hood in Figs. 7 to 14. The rudder controls consist of lines 35 and 36 on each side of the rudder connected to the same in front and'rear, respectively, of the, axis thereof, and passing over guide pulleys 37 and 38 at the opposite edges of the forward end of the These lines are connected with operating lines 39 and 40 which pass along the edge of the superstructure to the control lever situated at any convenient point on the hull. For controlling the hood there are provided lines 41 and 42 connected to the opposite sides of the hood and passof the rudder, to the operating levers.

The boat or body which supportsthe ship on the ground and in the water and also provides the mounting for the motors, comprises two hulls 45. and 46 located forward and aft, respectively, and a connecting bridge 47. These hulls only are designed to enter the water when the ship floats and are designed with buoyancy suflicient to float the ship with a draft approximately of eighteen inches. The water line, when the ship rests in the water is indicated by the lines a-b and cd This hull structure is connected to the superstructure by struts and braces lndicated at 47 and 48 in Fig. 3, which may be of any character and design suitable.

to furnish suflicient rigidity and strength. The boat construction may be modified, if desired, in order to secure greater buoyancy, or to reduce weight. For instance, the brldge 47, which is shown in Fig. 2 as narrower than the hulls and in Fig. 3 as raised above the water, may be made wider for greater deck room, or made lower to dipinto the water for greater buoyancy, without departure from the invention.

When the ship rests on the ground it is supported by wheels 49 and 50 located being is concerned. Each wheel is mounted in a fork on the lower end of a tubular shaft, such shaft being contained in a hollow cylinder and bearing against a spring which absorbs the shock when the wheels strike the ground in the descent of the machine.

Additional stability while at rest is furnished by pontoons 51 and when on the ground by skids 52, shown in Figs. and

. 16. The pontoons are hung from the opposite lower edges of the superstructure about amidship, by frames 53'which are pivoted to the superstructure. As here shown there are four pontoons, two at each side, but

there may be as many additional ones as desired or required, according to circumstances. These pontoons are adapted to be swung up out of the way when not required for use, as indicated by dotted lines in Fig. 16, being operated by toggle mechanism consisting of a link 54 connected to the hanger of the pontoon, and a link 55 pivoted to the link 54 and also to the side of the bridge 47, and adapted to be operated from the bridge 56 and57 represent lines which are I connected to the knuckles of the toggle opcrating mechanism for thetwo pontoons, respectively, and may be used to raise and lower the pontoons. The skid 52 is how shaped and is connected at its opposite ends to the pontoon hanger, thereby serving the purpose of protecting the pontoon as well as that of a skid for bracing the machine on the ground. It may be swung about 'theline of its pivots into a raised position above the pontoon, as indicated by dotted lines in 'Fig. 15 and by the dotted arc 58 in Fig. 16, such, arc representing the path in which it is thus swung.

The design of ship here illustrated ineludes twelve propellers for propulsion and control. Two propellers 59- are mounted on substantially horizontal axes on the forward end of the forward hull 45 on each side of the longitudinal center of theship. Similar propellers 60 are similarly mounted on the rear end of the after hull 46. A propeller 61 is located to turn about a horizontal longitudinally extending axis in the center of the forward contracted part of the superstructure, which part by the way, I call the Four pro throat of the superstructure. pellers 62 are provided in symmetricalarrangement midway between the middle and ends of the ship and on both sides of the superstructure and are adjustable in position so as to exert a thrust either horizontally 1 or vertically or at an inclination. These The functions performed and the mode of operation of the ship and its component parts will be largely obvious from the foregoing description in connection with the drawings. The action ofthe hood and the superstructure, however, require particular explanation. The hood, flaring as it does forwardly both vertically and laterally, has the effect of compressing the air which it cuts in forward flight. not deflected below the superstructure and is compressed by the hood passes into the throat of the superstructure and exerts a lifting efiect on the superstructure by virtue of its compression. The propeller 61 which is located in the throat is operated to increase the velocity of the air passing through the throat and relieve the compression of the air to some extent, whereby it both prevents escape of some of this compressed air from under the edges of the superstructure and aids in forward propulsion. In the middle of the superstructure the air somewhat recovers its normal atmos-, pherie pressure and its original VGlOOltY,

again effected with like effect, but to a diminished degree, and finally passes ofi under the tail piece 80, exerting a final lifting forceupon that portion. The wings at the side of andwithin the superstructure exert the well understood lifting effect of aeroplanes. It will be apparent then that in addition to the aeroplane wing effect, 1 Secure in my air ship the'further lifting effects due to the forward scoop shaped hood, the upwardly inclined forward throat of the superstructure, and the large gradually rounded hump at-the center and the smaller hump attherear end.

As the tail piece 30 is directly above the rear rudder, it confines the rearwardly pass- The air which is ing air at the point of action of the rudder. This feature, that is the location of a tail and rudder in the same .vertical zone, I believe to be novel with my invention.

Exceptional inherent stability is secured by the formation of the superstructure and the disposition of the hull. As the superstructure has its highest point in the center and is depressed, both longitudinally and laterally in all directions from this highest point, it has the effect of confining air in the I manner of a parachute, while the hull, which has, comparatively speaking, no lifting force in airand also supports the motors, passengers, and other concentrated weights, brings the center of' gravity well below the center of upward pressure, a condition essential forinherent stability, and making overturning or even careening to a dangerous extent impossible. The great length of the superstructure and the wing-spread at the extreme ends prevent pitching, and the downwardly sloped sides of the superstructure give lateral steadiness and prevent side slip, in the air when changing direction laterally.

when placed in a plane intermediate the vertical and horizontal planes they have the eflect both of driving the ship ahead and of raising it. While my invention contemplates the use of all of the propellers shown and described where necessary, I do not limit the invention to a' combination in. whichall of the propellers are employed, as I may omit one or more sets of propellers or one or more of the members of any set as the requirements for special uses may dictate.

Any number of motors may be employed. I contemplate using five motors, of which two will be mounted on the forward hull,

two on the after hull, and one in the superstructure, such motors having sufficient power collectively to operate all of the pro pellers and each being connected to a plurality of propellers;

Without limiting my invention to any particular type of construction for the superstructure, or of materials to be used in such structure, I will say that I prefer to make the same of a rigid frame work cov-- ered with cloth, the frame work being preferably of steel tubes and wires and being made in sections, the limits of which are indicated by the dotted curved transverse lines in Fig. l. The cloth covering orskin of the superstructure is made in strips, each strip lying on the inner side of one of the sections and being suitably secured thereto. The hood, rudders, wings, and tail piece are also preferably made of rigid skeleton construction with surfaces of cloth securely attached to the framing on both sides thereof.

The sectional construction of the superstructure, the plurality of horizontal rudders, the multiplicity of elevating controls, including the forward hood and the forward and rear wings, and the multiplicity of driving and controlling propellers, provide, in connection with the great inherent stability already mentioned, the maximum of safety, since any one of the plural parts may be destroyed or disabled .without. destroying the stability and control "of the machine, and a safe descent may be made even in case any of the parts are broken away or disabled. For example, if the forward hood is blown away, the upwardly inclined end 20 of v the superstructure may remain to accomplish the functions of the hood'to a sufficient extent for safety. If some of the pro-. pellers are disabled, the others which remain will furnish propulsive or lifting efi'ect. With this aspect the propellers 63 are particularly important since they can take" the place of the propellers 59 and 60 or of the lifting propellers 64, 65 and 66. .Furt-her the superstructure gives sufiicient lifting power for safety if the wings are destroyed, or if some of the sections of the superstructure are destroyed, the remaining sections and wings may have suflicientlifting power to accomplish a safe descent. Finally the dividing of the motive power into separate units, or motors, some of which are widely separated from others, greatly diminishes the chance ofvdanger of the ship being made helpless by disablement of the motive power, particularly in time of war. Even still retain its equilibrium and settle safely by virtue of the parachute construction of [in form having downwardly sloping sides to'confine air and its upper portion being higher at a, point approximatel midway between its ends than at any-0t er point,

extending thence on a smooth curve downward and then upward to its forward end.

2. In a flying machine, a superstructure or main supporting body having a laterally arched f ormation at all points between its desire to secure by Letwith all the motors stopped, the ship will V forward and rear ends and having the central longitudinal element of its surface downwardly inclined from its forward edge, upwardly inclined from a point in rear of its forward edge toward the middle, and downwardly inclined from a point near the middle rearwardly, the sides of said body being continued below the lowest part of said central-element. i

3. In a flying machine, a superstructure having a surface which is curved downwardly on both sides from its longitudinal middle line, and which is formed with a large hump in its middle portion and a small hu'mp near its rear end.

4:. In a flying machine, 'a main supporting portion having a surface'of which the middle portion extending from front to rear has'a rearward and downward slope at its forward end, an upward enlargement in its middle portion, a downward and rearward slope-from its middle portion toward its rear end, an upward enlargement'near the rear end and a downward and rearward slope at the extreme rear end, its sides being bent downward and carried below all parts of said middle portion, whereby to confine I flowing air under compression .in contact with the under surface thereof.

5. A. flying machine comprising a main supporting body adapted to support the weight of the machine by the reaction on the atmosphere during propelled flight and having downwardly bent sides to confine the air therein, a scoop-shaped hood or elevator connected adjustably to the forward part of said superstructure and having outwardly extending sides arranged to confine and'oonduct air to the under side of the superstructure and between the downwardly bent sides thereof, and a tail piece rigidly secured to the rear end of the superstructure.

6. In a flying machine, a superstructure consisting of a supportin surface having its opposite'sides carried ownwardly from its longitudinal central portion, said sides at the forward end being brought nearer together than at the central portion to form a contracted throat, and a scoop-shaped hood projecting from the forward end of said superstructure and arranged to direct a current of air during propelled flight into saidthroatp v 7. In a flying machine, a superstructure havin its under surface designed to act on the air, said surface being concave with downwardly bent sides and also being imperforate so as to confine a body of air and the sides ofsuch surface converging toward the forwardend toform a contracted throat, and a longitudinally thrusting propeller lo-.

cated in the said contracted throat wholly I beneath the highest art thereof.

. 8. In a flying mac ine, a superstructure with a superstructure having provided with a supporting surface concave on 1ts under side, and ascoop-like member in front of said superstructure formed with sure, theopposite edge portions of which are curved downwardly, said superstructure being formed with a contracted forward endand a contracted rear end and its can from front to rear. I

10. In a flying'machine, the combination with a superstructure having an air reacting under surface, and a scoop-shaped control member mounted in front of said supertral portion having an undulating outline structure with its rear end extending under the forward end of the superstructure, said scoop-shaped control member being oscil latable vertically and horizontally and being formed to compress and direct a cur rent of air under the superstructure during propelled flight.

11. In a flying machine, a main supporting superstructure, a forward laterally oscillating rudder mounted on-a vertical pivot below the center of the forward end of said superstructure, and a laterally spreading control member pivoted on said rudder to turn about a horizontal axis transverse to the direction of propelled flight;

12. In a flying machine, the combination with a superstructure having an air reacting surface, the sides of wh1ch are carried downwardly to form a longitudinal channel,

and a hood projecting forwardly and up- I wardly from the forward end of said superstructure to a point higher than the said forward end, and extending at its rear within the forward end of. such channel.

13. In a flying machine,'the combination an air reactingsurface, the sides of which are carried downwardly to form a longitudinal channel, and a hood projecting forwardl and upwardly from the forward end, o said superstructure and extending at its rear withim the forward end of such; channel,

said hood being mounted to swing laterally about a vertical pivot.

14. In a flying machine, the combination witha main supportin aeroplane structure of an oscillatable ru der at the forward end of said structure and a vertically oscilfrom the forward end of said superstructure.

115. In a flying machine, the combination with a mam supporting aeroplane structure 'mounted in the throat of said superstructure and arranged to direct a current of air into such throat, and a rearwardly thrusting propeller located in said throat.

I 17. A flying machine comprising an aeroplane superstructure of greater length than width having itssides carried downward to provide a channel open at both ends to permit free ingress and egress of air, wings laterally extending to-opposite sides from the highest part of the rear end of said superstructure, and wings beneath the aforesaid wings at approximately the level of the side edges of this part of the superstructure. 18. A flying machine comprising an aeroplane superstructure of greater length than width having its sides carried downward to provide a channel open at both ends to permit free ingress and egress of air, WlIlgS laterally extending to opposite sides from the 'highest' part of the rear end of said superstructure, wings beneath the aforesaid wings at approximately the .level of the side edges of this part of the'superstructure and wings extending laterally from the forward end of the superstructure at the level-of the side edges at said forward end.

19. In a flying machine, the combination with a main aeroplane structure having greater length than width and having its opposite side edges bent downwardly, a laterally and vertically oscillatable hood mounted at the forward end. of said superstructure, and upper and lower wings projecting oppositely from the sides of said superstructure at its rear end.

20. In a flying machine, a superstructure of rigid construction having its under surface of concaved formation and exposed to the action of the air through which the machine travels, such under surface having an upward enlargement in the central portion and a smaller upward enlargement adjacent to the rear end, and a guiding plane extending across the top of such rear enlargement.

21. In a flying machine, the combinationwith av rigid superstructure having its opposite side edges curved downwardly, a

plane extending across and to'each side'of the middle part of said superstructure adjacent to the rear end thereof, and wings extending laterally from the;edges of the superstructure partly beneath and partly forward of said plane.

22. In a flying machine, the combination with a transversely bowed aeroplane structure of an upper transverse plane and lower wings extending laterally from respectively the mid portion and the edges of said superstructure.

23. In a flying machine, the combination with a transversely :bowed aeroplane structure of an upper plane and lower wings extending laterally from respectively the mid portion and the edges of said superstructure, said wings being oscillatable about transverse horizontal axes. r

24. In a flying machine, the combination with a transversely bowed aeroplane structure of an upper plane and lower Wings extending laterally from respectively the mid portion and the edges of said superstructure, said ,Wings being oscillatable about transverse horizontal axes, and being connected to oscillate in unison. I

25. In a flying machine, the combination with a main aeroplane superstructure of a,

forward rudder adjacent to the forward end of said superstructure, a rear rudder adjacent to the rear end of said superstructure, a scoop shaped member connected to the upper edge of the forward rudder and a rigid tailpiece connected to the rear end ofthe superstructure and extending over the rear rudder.

In"testimony whereof I have aflixed my signature in presence of two witnesses.

CHARLES E. GORDON.

Witnesses: T. A. COYNE,

H. J SIMoNn. 

